JP2008302752A - Steering column device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering column device that can switch an energy-absorbing property in a multi-step or a non-step, and allow the fine adjustment of the switch, thereby maintaining the security of a driver more appropriately. <P>SOLUTION: A taper-like member 20 is formed so that a contacting position of an abutting portion 20a abutting on a wire member 9 is made to be continuously variable. A radius of curvature of the abutting portion 20a is arbitrarily changeable according to the contacting position, so that an energy-absorbing property can be switched continuously, and the fine adjustment can be performed, thereby maintaining the security of the driver more appropriately. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a steering column device that can absorb an impact force during a secondary collision.

  The steering column device is an important safety and security component of the vehicle, and it is very important how to control the behavior at the time of the collision in order to ensure the safety of the passenger at the time of the collision. Normally, the steering column device itself is provided with an impact energy absorbing mechanism, and also plays an important role as a support member for an air bag accommodated in the steering wheel.

  Here, when a traveling vehicle collides with an obstacle in front, the crash of the front of the vehicle is called a primary collision. On the other hand, it means that the driver is thrown forward by inertia and collides with the steering wheel. This is called the next collision. Mechanisms that absorb the collision energy to the driver's steering wheel due to secondary collision include those using bending of plates and steel strips, those using plate tearing, those using plate tearing and bending, wires There are a variety of cases, such as those using a double pipe slip, those using a double pipe tearing and bending, and others.

  In any of the impact energy absorbing mechanisms described above, it is necessary to absorb energy when the driver collides with the steering wheel, reduce the impact applied to the driver, and ensure the safety of the driver. In such a mechanism, generally, a drag force when the steering wheel moves forward of the vehicle is used as an energy absorption source.

  However, in some cases, it is preferable that the collision energy during the secondary collision is variably absorbed rather than a certain amount. As an example, the movement resistance of the steering wheel is adjusted stepwise (for example, in two steps) according to the weight of the driver, etc., thereby ensuring the driver's safety more appropriately. As another example, the drag, that is, the energy absorption pattern is changed as the steering wheel moves toward the front of the vehicle, thereby ensuring the driver's safety more appropriately.

  With respect to the former, the following Patent Document 1 discloses a technique in which two wires for energy absorption are equipped and the energy absorption power is changed by switching between one or two wires actually used for absorption. Further, in Patent Document 2, the energy absorbing member is plastically deformed, and a mechanism that absorbs energy by the deforming force is used to provide a plurality of energy absorbing portions, and by selectively switching the energy absorbing portions that function selectively, A technique for changing the absorbency is disclosed.

On the other hand, regarding the latter, it is also considered to partially change the energy absorption characteristics of the wire by heat-treating a part of the wire (see Japanese Patent Application No. 2006-129234).
German Patent No. 2350328 European Patent No. 1555188

  However, in the conventional example as described above, a plurality of energy absorbing members are used and switched, or a plurality of energy absorbing portions are provided and switched. As a problem of such a configuration, it is necessary to provide double energy absorbing portions, which leads to a complicated configuration. If a plurality of energy absorbing parts are provided, the absorption characteristics can be changed in a plurality of stages. However, as shown in the above-mentioned conventional example, the limit is practically two stages or at most three stages. It can be said.

  The present invention has been made in view of such problems of the prior art, and allows the energy absorption characteristics to be switched in multiple stages or continuously, enabling fine adjustments, thereby maintaining the driver's safety more appropriately. An object of the present invention is to provide a steering column device that can perform the above-described operation. It is another object of the present invention to provide a steering column device that can reduce the number of parts, processing, and assembly man-hours, and reduce the weight and cost. .

A steering column device according to the present invention includes a column housing that rotatably supports a steering shaft coupled to a steering wheel,
A fixing bracket fixed to the vehicle body,
A skid bracket that is arranged to be movable with respect to the fixed bracket along a substantially axial direction of the steering shaft, and supports the column housing;
An energy absorption mechanism that operates according to relative movement between the fixed bracket and the skid bracket,
The energy absorbing mechanism is composed of a contact member and a long member that is relatively displaced while plastically deforming a portion in contact with the contact member according to relative movement of the fixed bracket and the skid bracket.
The shape of the abutting member with which the long member abuts or the position of the abutting member is variable.

  According to the steering column device of the present invention, the shape of the abutting member with which the long member abuts or the abutting position is made variable, so that the energy absorption characteristics can be switched in multiple stages or continuously and fine adjustment is possible. By doing so, the driver's safety can be kept more appropriately. Here, the “long member” includes an elongated plate material such as a wire or a steel strip, and the plastic deformation energy generated at that time is used by the plastic member being deformed in contact with the contact member. That can absorb energy. The contact member is arranged on the fixed bracket side, the long member is arranged on the skid bracket side, and the long member is arranged on the fixed bracket side, and the contact member is arranged on the skid bracket side. There is.

  The shape of the abutting member is preferably different depending on the position where the long member abuts.

  It is preferable that changing means for changing the position of the abutting member with which the elongate member abuts is provided based on predetermined information, because the energy absorption characteristics can be changed according to the driving situation. Here, “predetermined information” means body dimensions, vehicle weight, driver's personal information (weight, physique, skeleton, age, gender, pregnancy status, etc.), energy amount during primary collision, secondary collision The amount of energy at the time can be considered.

  In the present specification, the “telescopic direction” refers to the axial direction of the steering shaft, and the “tilt direction” refers to the direction (particularly the vertical direction) intersecting with it.

  Hereinafter, a tilt / telescopic steering column apparatus according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an exploded perspective view of the steering column device according to the present embodiment. FIG. 2 is a perspective view of the steering column device according to the present embodiment as viewed from below. FIG. 3 is a perspective view of the steering column device according to the present embodiment in a normal state (the steering shaft is not shown). FIG. 4 is a perspective view showing a state of the steering column device according to the present embodiment when absorbing impact energy. FIG. 5 is a view of the configuration of FIG. 2 cut along a plane including V-V and viewed in the direction of the arrow.

  As shown in FIG. 5, the fixing bracket 1 fixed to the vehicle body VB with a bolt BT has a substantially Japanese character shape, and a pair of arm portions on the vehicle front side (back side in FIG. 1). 1a, 1a. Further, in FIG. 5, a pair of inclined surfaces 1d and 1e inclined in the same direction are formed so as to be connected to the lower surfaces 1b and 1c of the fixing bracket 1, respectively. A skid bracket 2 is attached below the fixed bracket 1 as described later.

  As shown in FIGS. 1 and 2, the skid bracket 2 has an inverted U-shaped cross-sectional shape in which support plates 2b and 2b are attached to both side edges of the top plate 2a. Overhanging portions 2c and 2c extending in opposite directions are formed on the upper outer sides of the support plates 2b and 2b. Two overhang portions 2c are provided for one support plate 2b, have a substantially right triangle shape when viewed in the axial direction of the column housing described later, and are superposed. The support plates 2b and 2b are respectively formed with elongated hole-shaped tilt holes 2d and 2d extending vertically.

  A cylindrical column housing 3 is arranged so as to be enclosed in the fixed bracket 1. A box-shaped attachment portion 3a is formed on the vehicle housing front side of the column housing 3, and the attachment portion 3a is attached to the arm portions 1a and 1a of the fixing bracket 1 via bolts LBT and LBT. Further, an elongated telescopic hole 3 b extending in the axial direction is formed in the block portion disposed below the column housing 3. In the column housing 3, a steering shaft (not shown) to which a steering wheel (not shown) (not shown) is attached is rotatably supported by a bearing (not shown). The column housing 3 is configured to be freely contractible in the axial direction.

  In FIG. 1, a trapezoidal columnar fixing piece 7 as a pressing member extends between a pair of tapered surfaces 7 a and 7 a that extend at equal intervals in the longitudinal direction and approach each other toward the upper side, and the tapered surfaces 7 a and 7 a. Bolt holes 7b and 7b formed in the above.

  The wire member 9 as a long member is formed by bending a wire with a uniform diameter three-dimensionally as shown in FIG. More specifically, relatively long first straight portions 9a, 9a extending in parallel with each other from both ends of the wire member 9 and the first straight portions 9a, 9a extend in parallel with each other by a short distance. The second straight portions 9c, 9c, the first bent portions (bent portions) 9b, 9b connecting the first straight portions 9a, 9a and the second straight portions 9c, 9c, and the ends of the second straight portions 9b, 9b Of the second bent portions 9d, 9d and the second bent portions 9d, 9d, which are bent at right angles to the same plane including the axes of the first straight portions 9a, 9a and the second straight portions 9b, 9b. It consists of the 3rd bending part 9e which connects edge parts.

  FIG. 6 is a perspective view showing a tapered member 20 as an abutting member. The taper-shaped member 20 has a taper-shaped contact portion 20a whose cross section decreases toward the lower side, a flange portion 20b arranged so as to project upward, and a cylindrical through-hole 20c penetrating vertically. . The tapered member 20 has a shape that is scraped up and down by a plane parallel to the axis, and this is a back surface 10c (see FIG. 7).

  FIG. 7 is a view showing a state in which the tapered member 20 is attached to the skid bracket 2. The skid bracket 2 is formed with a cylindrical hole 2e. The tapered member 20 is disposed in the hole 2e in a state where the shaft 2B planted in the holder 2A fixed above the skid bracket 2 is inserted into the through hole 20c. A linear motor LM is disposed between the shaft 2B and the through hole 20c. The linear motor LM is supplied with electric power from a drive circuit (not shown), and at least in two stages, preferably in multiple stages, the position of the tapered member 20 with respect to the shaft 2B is set in the axial direction of the hole 2e (the vertical direction in FIG. 7). ) Is adjustable.

  FIG. 8 is a view of the configuration of FIG. 7 taken along line VIII-VIII and viewed in the direction of the arrow. In the vicinity of the hole 2e, a pair of flange portions 2g are formed on the upper surface of the skid bracket 2 so as to face each other. The flange portion 2g has a function of holding the wire member 9 extending along the upper surface of the skid bracket 2 and capable of coming into contact with the peripheral surface of the contact portion 20a so as not to drop off. Further, the flange portion 20b has a function of preventing the drop-off when the wire member 9 is engaged with the upper portion of the contact portion 20a.

  Next, how the skid bracket 2 is attached to the fixed bracket 1 will be described. First, as shown in FIG. 1, the third bent portion 9e of the wire member 9 is engaged with the protrusion 1g provided on the central beam of the fixing bracket 1, and the first bent portions 9b formed on both sides thereof are engaged. 9b is hooked on the tapered members 20, 20 formed on the upper surface of the end portion of the skid bracket 2. At this time, the first straight portions 9a, 9a extend along the side surfaces 1h, 1h of the fixed bracket 1 (see FIG. 9).

  Further, in FIG. 5, the left overhanging portion 2c is fitted into a wedge-shaped space formed by the lower surface 1b and the inclined surface 1d of the fixing bracket 1 with two thin friction plates 8 and 8 bent in an angle shape interposed. At this time, the space formed by the right overhanging portion 2c in FIG. 5 and the lower surface 1c and the inclined surface 1e of the fixed bracket 1 has a trapezoidal shape when viewed in the direction of FIG. Therefore, when the thin piece friction plates 8 and 8 bent in an angle shape are wound around the right overhanging portion 2c in FIG. 5 and the fixed piece 7 is fitted into the trapezoidal space, the tapered surface is obtained. One side of 7a contacts the lower surface of the overhang | projection part 2c via the friction plates 8 and 8, and the other of the taper surface 7a contacts the inclined surface 1e. In this state, the skid bracket 2 is attached to the fixed bracket 1 by inserting the bolts BT and BT into the bolt holes 7 b and 7 b and screwing them into the screw holes 1 f and 1 f of the fixed bracket 1. Thereafter, the lever shaft 4 that is rotationally driven by a lever (not shown) is inserted through the tilt hole 2 b, the telescopic hole 3 b, the tilt hole 2 b, and the cam member 5 and screwed into the nut 6.

  According to the present embodiment, when the bolts BT, BT as the adjusting means are tightened, the fixing piece 7 approaches toward the fixing bracket 1, so that the tapered surfaces 7a, 7a are formed on the lower surface of the projecting portion 2c and the inclined surface 1e. Press with a strong force. At this time, the fixing piece 7 is pushed in the horizontal direction by the reaction force from the inclined surface 1e, whereby the lower surface of the overhanging portion 2c is strongly pressed, and a high frictional force is generated between the two, and the fixing bracket 1 In contrast, the skid bracket 2 can be supported with high rigidity. Therefore, the driver can operate the steering wheel supported with high rigidity, and can obtain a good drive feeling.

  On the other hand, when an impact force is input along the direction A shown in FIG. 3 from the steering wheel through which the driver's body has collided during the secondary collision, the column housing 3 is moved to the front side of the vehicle with a strong force. Will be pushed. According to the present embodiment, when the impact force at this time exceeds a predetermined value, the friction force is overcome, so that the overhang portions 2c and 2c of the skid bracket 2 are fixed to the lower surface 1c of the fixed bracket substantially parallel to the axis of the steering shaft. 1b, the inclined surface 1d, and the one-side inclined surface 7a of the fixed piece 7 start to slide, thereby enabling stable shock absorption. At this time, since the column housing 3 is contracted by the expansion / contraction mechanism, the movement of the skid bracket 2 is not hindered. The friction member 8, which is a means for adjusting the frictional force, is provided with a coating having a predetermined coefficient of friction on the surface, so that the skid bracket 2 can be stably slid. The overhanging portions 2 c and 2 c may be brought into direct contact with the lower surfaces 1 c and 1 b and the inclined surface 1 d of the fixing bracket and the one-side inclined surface 7 a of the fixing piece 7 without providing the friction member 8.

  9 is a diagram showing a state of the wire member 9 in a state before receiving an impact in FIG. 3, and FIG. 10 is a diagram showing a state of the wire member 9 in an impact absorbing state in FIG. The position of the wire member 9 is assumed to be position A (upward) in FIG. 9 and 10, the direction in which the position of the bent portion is displaced is the left-right direction. When the skid bracket 1 is displaced with respect to the fixed bracket 1 from the state of FIG. 3 to the state of FIG. 4, the tapered members 20 and 20 move away from the protrusion 1g, but the first straight portion 9a, 9a is restricted by the side surfaces 1h and 1h of the fixed bracket 1 so as to move only in the longitudinal direction thereof, so that the second bent portions 9b and 9b of the wire member 9 move (abut against the tapered member 20). The period until is called the idle running period). Thereafter, as shown by the dotted line, the wire member 9 starts plastic deformation from the point of time when it comes into contact with the tapered member 20 and the second bent portion in the direction approaching the end of the first straight portions 9a, 9a. 9b and 9b come to displace. That is, instead of shortening the first straight portions 9a, 9a, the second straight portions 9c, 9c are squeezed by the tapered members 20, 20 so that the impact energy can be consumed. The amount of collision energy consumed is the cross-sectional area of the wire member 9, the material / heat treatment / surface treatment, the shape of the contact portion 20a (for example, the curvature in the case of an arc), and both contact portions of the wire member 9 and the contact portion 20a. It is determined by the frictional force determined by the surface properties and the lubrication state.

  Next, as indicated by a dotted line in FIG. 7, it is assumed that the position of the tapered member 20 is changed by the operation of the linear motor LM, and a secondary collision occurs similarly. 11 is a diagram showing a state of the wire member 9 in a state before receiving an impact in FIG. 3, and FIG. 12 is a diagram showing a state of the wire member 9 in an impact absorbing state in FIG. The position 9 is the B position (downward) in FIG. As is apparent from comparison with FIGS. 9 and 10, the idle period until the second bent portions 9 b and 9 b of the wire member 9 abut against the tapered member 20 becomes longer, and the second bent portion of the wire member 9 is further bent. Since plastic deformation is performed so that the curvature radii of the portions 9b and 9b become smaller, the consumption amount of impact energy increases. That is, the energy absorption characteristic changes.

  According to the steering column device according to the present embodiment, the contact position of the contact portion 20a in the tapered member 20 with which the wire member 9 contacts is variable stepwise or steplessly, and according to the contact position. Since the curvature radius of the contact portion 20a can be arbitrarily changed, the energy absorption characteristics can be switched continuously and fine adjustment can be performed, so that the driver's safety can be more appropriately maintained.

  FIG. 13 is a side view of a tapered member 20 according to a modification of the present embodiment, and FIG. 14A is a cross-sectional view of the tapered member 20 of FIG. 14B is a cross-sectional view of the tapered member 20 of FIG. 13 cut along the BB line and viewed in the direction of the arrow, and FIG. 14C is a sectional view of the tapered member 20 of FIG. FIG. 14D is a cross-sectional view taken along the CC line and viewed in the direction of the arrow. FIG. 14D is a cross-sectional view taken along the DD line of the tapered member 20 in FIG. In FIG. 13, by displacing the tapered member 20 up and down, the wire member 9 comes into contact at any one of the positions shown in FIGS.

  The side surface of the tapered member 20 has a three-dimensional shape, that is, as shown in FIGS. 14A to 14D, the width of the tapered member 20 is y, the distance to the tip is x, and the curvature radius of the tip is When r, the width y is constant, the distance x increases from the lower surface of the tapered member 20 toward the upper surface, and the radius of curvature r decreases from the lower surface of the tapered member 20 toward the upper surface. Yes. When the radius of curvature r is constant, the distance x changes according to the relative position of the wire member 9 and the tapered member 20, so that the idle running period of the wire member 9 becomes longer. In this modification, the curvature radius r is changed to suppress this. As shown in FIG. 15, the tip of the tapered member 20 may have a flat cross-sectional shape and may have two or more arcs with a radius of curvature r. Further, the width y may be variable.

  FIG. 16 is a diagram showing another modification example, in which the solid line corresponds to the solid line position in FIG. 7 and the dotted line corresponds to the dotted line position in FIG. In FIG. 16, the abutting portion 20a of the tapered member 20 ′ as the abutting member is not a tapered surface having a complete circular cross section, but a three-dimensional change in which the elliptical cross section perpendicular to the axis changes according to the height position. It is a surface. However, the idle running distance Δ to the second bent portion 9b in the relative movement direction with respect to the wire member 9 is equal regardless of the contact position.

  According to this modification, the idle running distance Δ of the second bent portion 9b of the wire member 9 is made equal regardless of the position where the wire member 9 contacts the contact portion 20a. However, different shock absorption characteristics can be provided.

  FIG. 17 is a view showing another modification of the contact member, and FIG. 18 is a view of the configuration of FIG. 17 cut along the line XVIII-XVIII and viewed in the direction of the arrow. 17, the shaft 20c of the contact member 20 "is rotatably fitted in the hole 2e of the skid bracket 2. At the upper end of the shaft 20c, two different radii R1, R2 are provided as shown in FIG. A contact portion 20a having a shape obtained by connecting the circular arcs with a straight line is disposed at the end of the contact portion 20a.

  On the other hand, the lower end of the shaft 20c is connected to the actuator ACT. The actuator ACT can rotate the shaft 20c in accordance with a signal from the ECU.

  For example, a weight sensor can be arranged in the driver's seat of the vehicle, and the weight of the driver can be detected and transmitted as information to the control circuit ECU. In such a case, if the driver's weight is light, the control circuit ECU rotates the shaft 20c to the position indicated by the solid line in FIG. 18 so that the large radius R1 contacts the wire member 9, and the driver's weight is increased. For example, the shaft 20c is rotated to the position indicated by the dotted line in FIG. 18 so that the small radius R2 contacts the wire member 9. Thus, an appropriate amount of energy can be consumed according to the weight of the driver. The information input to the control circuit ECU includes not only the driver's weight but also the body dimensions, vehicle weight, driver's personal information (physique, skeleton, age, sex, pregnancy status, etc.), at the time of the primary collision. Energy amount, energy amount during secondary collision, etc.

  Various methods can be employed manually or automatically to adjust the wire contact position in the contact member described above. For example, as a mode of performing manually, a steering column device can be manufactured by setting a desired value according to a vehicle case, a vehicle, and a use at the time of assembly. Alternatively, the vehicle mechanic or driver can manually set it according to the physique of the driver.

  On the other hand, as an automatic mode, it is conceivable to move the contact member by an actuator as in the example shown in FIG. In such a case, the impact of the primary collision at the time of collision can be sensed by an acceleration sensor or the like, and the shock absorption characteristics can be changed before the collision at 2 o'clock according to the degree of collision. Alternatively, the impact of a secondary collision at the time of a collision can be detected by the force applied to the seat belt or airbag, and the shock absorption characteristics can be changed before the skid bracket starts moving according to the degree of collision. it can. Or you may change an impact absorption characteristic according to the running speed of a vehicle.

  Furthermore, it is possible to change the shock absorption characteristics in accordance with an adjustment unit (for example, the position of the seat) having a strong correlation with the driver's physique. Also, when personal information (for example, body weight, physique, skeleton, age, sex, presence of pregnancy, etc.) is input in a vehicle having a function capable of transmitting personal authentication information to the vehicle, the shock absorption characteristics are adjusted accordingly. Can be changed. By combining these appropriately and optimizing the shock absorption characteristics so that the driver's safety can be taken into consideration, the driver's safety can be further ensured.

  As described above, the present invention has been described in detail with reference to the embodiments. However, the present invention should not be construed as being limited to the above-described embodiments, and can be appropriately changed and improved without departing from the spirit thereof. Of course there is. For example, the wire member for energy absorption may be a rectangular cross section instead of a round cross section as in the above-described embodiment, and a strip steel or the like can be used.

It is a disassembled perspective view of the steering column apparatus which concerns on this Embodiment. It is the perspective view which looked at the steering column device concerning this embodiment from the lower part. FIG. 3 is a perspective view of the steering column device according to the present embodiment at a normal time. It is a perspective view which shows the state at the time of impact energy absorption of the steering column apparatus which concerns on this Embodiment. It is the figure which cut | disconnected the structure of FIG. It is a perspective view which shows the taper-shaped member 20 as a contact member. It is a figure which shows the state which attached the taper-shaped member 20 to the skid bracket 2. FIG. It is the figure which cut | disconnected the structure of FIG. 7 by the VIII-VIII line, and looked at the arrow direction. It is a figure which shows the state of the wire member 9 in the state before receiving the impact of FIG. It is a figure which shows the state of the wire member 9 in the impact absorption state of FIG. It is a figure which shows the state of the wire member 9 in the state before changing the contact position and receiving the impact of FIG. It is a figure which shows the state of the wire member 9 in the impact absorption state of FIG. 4 by changing the contact position. It is a side view of the taper-shaped member 20 concerning the modification of this Embodiment. 14A is a cross-sectional view of the tapered member 20 of FIG. 13 cut along the AA line and viewed in the direction of the arrow, and FIG. 14B is a sectional view of the tapered member 20 of FIG. 13 cut along the BB line. 14 (c) is a cross-sectional view of the tapered member 20 of FIG. 13 cut along the CC line and viewed in the direction of the arrow, and FIG. It is sectional drawing which cut | disconnected the taper-shaped member 20 of FIG. 13 by DD line | wire and looked at the arrow direction. It is sectional drawing of the taper-shaped member 20 concerning a modification. It is a figure which shows the modification of an abutting member. It is a figure which shows another modification of an abutting member. It is the figure which cut | disconnected the structure of FIG. 17 by the XVIII-XVIII line, and looked at the arrow direction.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Fixed bracket 1a Arm part 1b Lower surface 1c Lower surface 1d Slope 1e Slope 1e 'Vertical surface 1f Hole 1g Protrusion 2 Skid bracket 2a Top plate 2b Support plate 2c Overhang part 2d Tilt hole 2e hole 3 Column housing 3a Attachment part 3b Telescopic hole 4b Shaft 5 Cam member 6 Nut 7 Fixing piece 7a Tapered surface 7a Slope 7b Bolt hole 7b 'Vertical surface 8 Friction plate 9 Wire member 9a First straight portion 9b First bent portion 9c Second straight portion 9d Second bent portion 9e Third Bending portion 20 Tapered member 20 ', 20 "Abutting member 20a Abutting portion 20b Gutter portion 20c Shaft BT Bolt LBT Bolt VB Car body

Claims (3)

A column housing that rotatably supports a steering shaft connected to the steering wheel;
A fixing bracket fixed to the vehicle body,
A skid bracket that is arranged to be movable with respect to the fixed bracket along a substantially axial direction of the steering shaft, and supports the column housing;
An energy absorption mechanism that operates according to relative movement between the fixed bracket and the skid bracket,
The energy absorbing mechanism is composed of a contact member and a long member that is relatively displaced while plastically deforming a portion in contact with the contact member according to relative movement of the fixed bracket and the skid bracket.
A steering column device characterized in that the shape or position of the abutting member with which the long member abuts is variable.   The steering column device according to claim 1, wherein the shape of the abutting member differs depending on a position where the long member abuts.   The steering column device according to claim 1 or 2, further comprising a changing unit that changes a position of the abutting member with which the long member abuts based on predetermined information.

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